Carburetor



Sept. 15, 1942. M. MALLORY 2,296,112

CARBI IRETOR Filed March 3, 194} I N VEN TOR.

MARION MALLORY A TTORNEYS.

Patented Sept; 15, 1942 UNITED STATES PATENT OFFICE 2,296,172 cannons-r03 Marion Mallory, Detroit, Mich.

Application March 3, 1941, Serial No. 281,460

8 Claims. (01. 261-65) This invention relates to a carburetion and charge control system for an internal combustion en ne.

In carburetors having a throttle valve it has been proposed heretofore to use an auxiliary valve to control the charge instead of the throttie valve. When the engine is operating at low engine speeds, it does not require a rich mixture. Considering the fact that carburetors give a rich mixture when the throttle is wide ope the mixture will be too rich at times when the auxiliary valve is restricting the charge. I have found that for this type of carburetion and charge control system to work efliciently and properly, the mixture should be lean whenthe auxiliary valve is restricting the charge and rich when the speed of the engine is high enough to cause the auxiliary valve to open wide and permit the engine to receive a full charge.

It is the object 01 this invention to remedy the defects present in the above referred to carburetion systems utilizing an auxiliary valve. This object is achieved by providing means for leaning the mixture when the auxiliary valve is restricting the charge and for enrichening the mixture when the speed of the engine is high enough to cause the auxiliary valve to open wide and permit the engine to receive a full charge.

The single figure of the drawing is a cross sectional view showing my carburetion and charge etililllitrol system for an internal combustion en- The carburetor housing I is provided with an air inlet opening and a fuel mixture outlet 2| into the engine intake manifold (not shown).

The carburetor is provided with the usual butterfly throttle valve 8 mechanically or manually controlled by rod 22. An auxiliary valve 1 is mounted in the throat of the carburetor on the engine side of throttle valve by means of pintle 23 joumalled in the housing I.

A lever 24 is fixed on pin 23 exterior of the housing i and is connected by means of draft link 25 with flexible diaphragm 5 mounted in diaphragm housing 25. Spring 8 tends at all times to close auxiliary valve 1. Diaphragm 5 cooperates with housing 25 to form a chamber 21 which communicates only with the venturi in the throat of the carburetor through orifice 2 and conduit 4. Housing 26 to the right of dia phragm 5 is open to atmosphere.

The float bowl or the carburetor is designated 28. The fuel in the float bowl is designated l2. Nozzle l communicates with the interior of the float bowl 28 by means oi conduits l8 and Conduit 29 communicates with conduit l8 continuously through restricted oriflce I5 and conduit 29 also communicates with conduit l8 through restricted orifice ii and conduit I! which II which acts against the vacuum in cylinder 32 which communicates by means of conduit II and orifice 9 with the throat of the carburetor on the intake manifold side of auxiliary valve 1.

The operation oi the device is as follows: Assuming the engine is running at slow speed and the throttle valve 8 is suddenly opened, the vacuum or suctionunder valve 1. which is an unbalanced valve, will open valve I slightly but not enough to give theengine sufllcient charge to cause detonation. Since valve 1 is not opened very wide, the vacuum will be high in the manliold, that is, between valve I and the engine. This high vacuum in cylinder 32 beneath piston ll will act through piston H to overcome spring l3 and hold needle valve ll downwardly, closing oil conduit l'l so that no fuel can flow through orifice l6 and channel ll from conduit 29 into conduit ll. As shown in the drawing, needle valve H is closed. Under this condition nozzle 3 can receive iuel only from the float bowl by way of conduit 28, restricted orifice l5 and con duit l8, which gives a lean mixture.

As the speed or the engine increases, the suction or vacuum created at orifice 2 by air flow ing through the venturi causes the vacuum to increase in chamber 21. This decrease in pres sure in chamber 21 acts through diaphragm 5 to overcome spring 8 and open valve 1 more and more as the vacuum increases. As the valve 1 opens, the suction in the manifold or on the en'- gine side of valve 1 decreases. When valve 1 is wide open, the engine is receiving a full charge and under these conditions a full power mixture is required. Due to the fact that the manifold vacuum is low when valve 1 is wide open, spring l3 will overcome thelow vacuum in cylinder 32 and liit the needle valve I4 so that extra fuel can fiow from conduit 29, through oriflce l6 and conduit l1, into conduit l8, giving a full power mixture. Needle valve I 4 has a tapered lower end so that it acts as a metering pin increasing the flow of fuel through passageway H as the vacuum in cylinder 32 decreases 29, and piston H is raised by spring 13.

When the throttle 5 is again closed, valve 1 munication between the fuel nozzle and the will move towards closed position, thereby insource 01' fuel, said auxiliary unbalanced valve creasing the vacuum in cylinder 32 causing pisbeing responsiv to the vacuum on the outlet ton H to close valve ll. side of said auxiliary valve at low air flow speeds I claim: 5 through the passageway to partially open said 1. A carburetion and charge control system for auxiliary valve whereby a relatively high vacuum an internal combustion engine comprising an inis maintained on the outlet side 01 said auxiliary take passageway having an inlet and an outlet, valve and the fuel atomized by a relatively high a throttle valve in said passageway, an auxiliary velocity air flow by the auxiliary valve, suction throttle valve in said passageway to controlling means. connected in qw herye, uri responsive to the fuel mixture charge, a souro iu'el i iair through nozzle. a communication between 'thefdel nozrile id of said throttle and the source of fuel, means responsive to the .Y 88 e 50W p d increases through vacuum on the outlet side of said auxiliary valv said passageway to further open the auxiliary at low air flow speeds through the passagewaytor- Eva-Ive whereby the vacuum on the outlet side or partially open said auxiliary valvewhereb relatively high vacuum is maintained cameos let side of said auxiliary yalveeand -theAueL, ,g-a-qn side of said auxiliary valve. 11 atomized by a relatively high velocity a1r flqw valve controlling said communication actuated by the auxiliary valve, suction means eannea'ed'eo by said' diaphragm to decrease the flow of fuel into th intake na w r n th let-s es 5. 45 PP R HW ER- 8S i vac m said first mentioned t'nr da1e'ia ;;esbd t0 E81,. f Q SQ IWFSCWW ,t eng ne id Of th uu fe 't d jtfi hd f f i t1; g h heauxiuaryvaiveanu "for'increasing' the 'lflowfof the pass'agewflY-i Onthe inll't'iside; of. said =1?! '9. h W mBW Q Z QJ- e i e'jv i valve as the airy flow,speed'increas' through said I. onthe' neifle sideof S id passageway to further open the auxiliary-Waive e 7 whereby the vacuum on the outlet side. w auxiliary valve drops, and; means respons pressure conditions in intalge passagew the outlet side oi saidauxili mg the Q -iIl L QW l as -va u m-m rees i JFP BS QSQWQYAW v u l t Q- Of+. ii iar ve v e uda q aid auxiliary valve drops, a diaphragm respon- 1 36 m rezziefa increasing he Q liu lz kirauah heece munication a the vacuumdnthe-sa passagew on e tside ot he .el e decriiass- 2. A carburetion flndchargecontrol syiitfimior an internal combustion enginecomprisir g an intake passagewayhaying an inlet .andan-outlet, 1,, a throttlevalve inisaid passa eway, a' venturi in i p s y, vnthe et s de s id-th o t e. S 99 an auxiliary ,throttle valve -in1-said pass ageway ,m en 9 fl for controlling the .fuelmixture; charge; a source the-in e d??? siiid em m n i d throttle of iuel, a fuel nozzlefacommunication.lbetween M li l xe w F9 thei a u qui by the fuel nozzleland the-source-oi iuel; means relq 3 qazh h iR9$ 3 l h inlet sponsiveto the vacuum on the outlet sidejotsaid l- 9 5815 "H e vulva-951th? w Speed auxiliary valve at low air flow, speedsf 119.98 mes wn i i w l further the passageway to partially open said auxiliary pm h W i m eer the a m on valve whereby a relatively high vacuum is main- =9." .the ei 1 53 d au l ry W tained on the outlet side of saidv auxiiiary-valve di h a a w N 5 4 cqed and the fuel atomized by ,a relatively. highyer said intake passageway on the engine side of said locity air flow by th auxiliary valve; a suction auxili "w re m ergis v v ii fl Said device connectedinto the venturi on the inlet 'j em eu io gg -l fi Wi e-1d 9 98 i side of saidfirstmentionedthrottlevalve responix =m we 3 qushs l 99mm"?- sive to the. vacuum created by the flower air i n whim; ux l rv' f 5.- through the passageway on the inlet side :of, said y l throttle valve as. the air flow speed increases T' e l w of fuel through'thecommunication'corthrough said passageway to .iurther-ppen the I d'hitdft t passageway on "respondinglyasfthe auxiliary valve is moved auxiliary valve whereby the vacuumon the nut-1m, s F

' let side of said auxiliary valve drops, and; suction means communicating with said intake passage 'way, said suction means including a valveior restricting said communication whenthe auxiliary valve restricts the intake passageway and of for opening said communication wide when, the W t the hr lve n h 8 auxiliary valve is wide open. v 1 let E fOmDs t e incl mixture chargqsaid 3. A carburetion and charge control system for auxiliary U l d valvei'beina I DODSIVB to an internal combustion engine comprising-an irr- F uu 011 e, 913 9? S d Q 9 d a ry take passageway having an inlet and .an outlet, V e tlow. air iiqvaepgeds th h gh the p a a throttle valve in said passageway, a venturi in Way VJ Partially P FS idr fitlx l a y. YB- Ye whe esaid passageway on the rightside or thethrottle, by. a relatively high vacuumisniaintained on the an auxiliary unbalanced throttle valve m.- said ltIBt'sidB YS x fl yil flh a id the fuel passageway for controlling the fuel mixture a o y a e ivel g i y j fl by charge, a source of fuel, aiuel nozzle, a com- 75 theauxiliaryvalv'e,suctionineans connected into an internal combustion engine com-prising an intake passagew'ayjhaving an inlet and an outlet, "a throttle 'valve in said"pass'ageway, an unbalancedauxiliary throttle valve.in said passagecharge in said passageway and'ior increasing 5; A carburetion and charge control system for the intake passageway on the inlet side of said first mentioned throttle valve responsive to the vacuum created by the flow of air through the passageway on the inlet side of said throttle valve a the air flow speed increases through said passageway to further open the auxiliary valve whereby the vacuum on the outlet side of said auxiliary valve drops, a source of fuel, a fuel nozzle, and means controlling the flow of fuel out of said nozzle coordinated with said auxiliary valve whereby the flow of fuel through the nozzle increases as the auxiliary valve decreases the amount it restricts the charge flowing through the intake passageway.

6. A carburetion and charge control system for an internal combustion engine comprising an intake passageway having an inlet and an outlet, an auxiliary throttle valve in said passageway for controlling the fuel mixture charge, a venturi in said passageway on the inlet side of said throttle valve, means responsive to th vacuum on the outlet side of said auxiliary valve at low air flow speeds through the passageway to partially open said auxiliary valve whereby a relatively high vacuum is maintained on the outlet side of said auxiliary valve and the fuel atomized by a relatively high velocity air flow by the auxiliary valve, suction means connected into the venturi responsive to the vacuum created by the flow of air through the passageway on the inlet sid of said throttle valve as the air flow speed increases through said passageway to further open the auxiliary valve whereby the vacuum on the outlet side of said auxiliary valve drops, a source of fuel, a fuel nozzle in said passageway, and means controlling the flow Of fuel out of said nozzle for increasing the flow of fuel out of said nozzle as the auxiliary valve moves toward open position and for decreasing flow of fuel out of said nozzle as the auxiliary valve moves toward closed position.

7. In a carbureting and charge control system for an internal combustion engine comprising an intake passageway having an inlet and an outlet, 9. throttle valve in said passageway, an unbalanced auxiliary valve in said passageway between the throttle valve and the outlet controlled to open as the speed of the airflow through the the airflow decreases, said auxiliary valve being responsive to the vacuum on the outlet side of said auxiliary valve at low air flow speeds through the passageway to partially open said auxiliary valve whereby a relatively high vacuum is maintained on the outlet side of said auxiliary valve and the fuel atomized by a relatively high velocity air flow by the auxiliary valve, suction means connected into the intak passageway on the inlet side of said first mentioned throttle valve responsive to the vacuum created by the flow of air through the passageway on the inlet side of said throttle valve as the air flow speed increases through said passageway to further open the auxiliary valve whereby the vacuum on the outlet side of said auxiliary valve drops, means for enrichening the mixture as said auxiliary valve moves towards an open position and to lean out the mixture as the auxiliary valve moves'towards a closed position.

8. A carburetion and charge control system for an internal combustion engine comprising an inuum created by the airflow through the venturi 7 opens.

as the speed of the air flowing through the venturi increases to open said auxiliary throttle valve, a source of fuel, a fuel nozzle in said passageway, and a vacuum controlled valve controlled by the vacuum existing between the auxiliary valve and the outlet to lean out the fuel mixture as the auxiliary valve closes and to richen the fuel mixture as the auxiliary valve MARION MALLORY.

passageway increases and clos as the speed of Patent 10. 2,296,172

OERTIiflCATE 0F CORRECTION. I

I September 15, 1814.2.

HAEION HALLORY.

It is hereby certified that error eppears in the printed specification of the above numberedpatent requiring correction as follows: Page 2, first celumn, line 72, for 'rightfread -inlet---; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 5rd day of November, A. D. 1%2.

Henry Van Arsdale, (Seal) Acting Commissioner of Patents. 

